Railroad-crossing signal



June 22 1226. 1,589,679

D. BRQWN RAILROAD CROSSING S IGNAL Filed Dec. 31, 1925 4 sheets-sheet 1 June 22,1926. 1,589,679

D. BROWN RAILROAD CROSSING SIGNAL Filed Dec.- 31, 1925 4 Sheets-Sheet 2 III"! June 22 1926.

1,589,679 D. BROWN RAILROAD CROSSING SIGNAL Filed Dec. 51, 1925 4 Sheets-Sheet 5 3 much foo DAV/D BIflW M ammmj June 22 1926.

D. BROWN RAILROAD CROSSING SIGNAL Filed Dec. 31, 1925 '4 Sheets-Sheet L m M WW a w m nwwEssEs Patented June 22, 1926.

. UNITED stares ra'rsn'r orrlcs.

DAVID BROWN, OF ELDORAIDO, ILLINOIS.

RAILROAD-CROSSING SIGNAL.

Application filed December is extremely simple and durable in construction as well as efficient in operation.

A further object of the invention is to provide a signal of the above kind embody ing signal arms adapted to .be brought to an operative position by the train approaching" a crossing whereby the arms will 1301.11ttoward the train and thereby indicate the direction from which the train approaches the crossing.

A further object is to provide a railroad crossing signal particularly'useful for nstallation upon railway tracks upon which traffic is adapted to move in both directlons.

A still further object of the invention is to provide improved means for actuating the signal members including ramps depresslble by the car wheels.

With the above general objects 1n view, and others that will become apparent as the nature of the invention is better understood, the same consists in the novel form, combination and arrangement of parts hereinafter more fully described, shown in the accompanying drawings and claimed.

In the drawings, wherein like reference characters indicate corresponding parts throughout the several views.

Figure 1 is a top plan view, partly broken away; illustrating a railroad crossing signal apparatus constructed in accordance with the present invention and with certainof'the signal arms in lowered operative position;

Figure 2 is aside elevational view of the device shown in Figure 1; y

t Figure?) is a central longitudinal sectional view taken substantially upon line 3-3 of Figure 1;

Figure 4 is a transverse section taken substantially upon line 4+4 of Figure 1;

Figure 5 is a transverse section taken upon line 55 of Figure 1;

' Figure 6 is an enlarged fragmentary deto. tail View partly in top plan and partly in 31, 1925. Serial No. 78,686.

horizontal section to reveal details of the signal arm actuating means;

Figure 7 is a fragmentary side elevational view of one of the railway track rails modilied for associating a ramp therewith in accordance with the present invention;

Figure 8 is a fragmentary longitudinal section taken substantially upon line 88 of Figure 1 and drawn on a larger scale;

Figure 9yis a horizontal section takenion line 9-9 of Figure 8;

F gure 10 is a vertical section taken upon line 1010 of Figure 9;

Figure 11 is an enlarged perspective view of one'of the drums which are operatively connected to the signal arms and actuated by the rampsyand a I Figure 12 is a View similar to Figure 4 lllustrating a modification of iny invention.

Referring more in detail to the drawings, 5 and 6 indicatethe parallel rails of a'raih way track which is intersected by a road or highway as at 7 Associated with each rail of. the track are two ramps 8. and 8 of similar form, the ramp 8 being located at one side of and adjacent to the road cros ing 7, and the other ramp S being located at the other side of and a considerable distance from the crossing 7. Each ramp is slidably keyed upon an end portion of a transverse rock shaft 9 which is suitably journaled in the webs of the rails 5 and 6. The end portion of each rock shaft 9 which carries its associated ramp projects outwardly beyond the latter where it is also supported by and journaled in an upstanding arm IOformed' by bending the endgof a tie plate 11 upwardly as more clearly shown in Figure 5, the tie plate 11 being suitably fastened upon a tie 12 b? means of spikes or the like as at 13. Encircling the end portion of each shaft 9 between the associated arm 10 and the adjacent end of the ramp carried by said shaft 9 is a helical compression spring 14 which may be encased and by means of which the ramp is yieldingly held against the adjacent outer side of the adjacent rail of the track. This rail is preferably modified by cutting away a portion of the tread or ball thereof as clearly indicated at 15 so that the major portion of the adjacent ramp normally occupies a position within the cutaway portion 15 so that the wheels of the cars may ride thereon. Each ramp is thus mounted parallel with the adjacent rail and. normally disposed to project from its associated shaft 9 upwardly above the top of the rail so that the ramp will be depressed when the wheels of the cars ride onto the same "from a certain direction The construction thus far described is identical at both sides of the track, exceptthat the ramps at one side of the track or associated with one rail project in an opposite direction from that in which the other ranip's associated with the other rail project. It is thus apparent that when a train approaches the crossing 7 travelling from r t to left in Figure 1, the wheels of the 021.5 cons-stunting the train will rideonto the ramps associated with the rail 5 so as to depress the same. However the free ends of the rarps ite directed outwardly laterally and pre in p j clicated at 16 so that the wheels of a car raveiling toward the left of Figure 1 will not cause the ramps associated with the rail 6 to be depressed. In other words, the wheels of these cars will pass between the rain as and the rail 6 with which such ramps are associated so as to force the latter ramps outwardly laterally away from the rail 6 as allowed by the springs 14 and theslidable keying of the ramps on their associated rock shafts. In a like manner, the ramps as sociated with the rail 5 will. remain inoperative while the ramps associated with the rail 6 are depressed, should the train approach-- ing the crossing be travelling in a direction from left to right of Fig uie l.

Mounted at the outer side of the free end of each of the ramps for rotation upon a vertical. aizis is a driun 17 provided with a relatively deep peripheral cam groove 18 which is engaged by a ball or roller 15} suitably provided upon the outer end of: a laterally and outwardy proiectingand arln or pin 2" carried by the free end of the adjacent ra -p. The cain groove 18 is idispo ed obliquely of the drain as clear Q; shown in Figure 7 and it is thus apparent that when any ramp is depressed. he a sociated drun'i 17 is caused to late by reason of tlie ehgag ball or roller 1.9 in the groove 18 of said dru'i'n. Each drum 17 is preferably mount ed upon. a vertical pintle o'r aisle 21 which is rigidly mounted in a vertical position by passing through the center of a base plate 22 fixed upon the top of a foundation 23 that is jreterably constructed of concrete and einl reidded in the ground as illustrated in Figure 2. The base plate pretrably forms the bottom of a suitable casing ill terablv rounded or beveled as generally r removably disposed to surround and enclose the drum 17, and for permitting ease of rotation of the drum, suitable anti-friction rollers 25 may be provided between the lower end of the drum and the upper face of the base plate 22 as clearly ill; trated in Figure 10. The casing thus effectively protects the parts therein from the elements, and said casing; is preferably provided with a. vertical elongated slot 26 in which the pin or arm 20 is n'io'v'able for permitting the vertical movement of the sociated ramp. I

A pair of signal arm supporting stands or posts is mounted at each side of the crossing 7, one post or stand of each pair being located at each side of the track. A transverse rocl'; shaft 28 is journaled in and proj'ect's through each pair of. posts or stands 27 and the track rails 5 and 6 and secured up 5;; on the ends or this rock shaft at the out-er sides of the associated posts or stands are pulleys 29 and 30. The upper end oi"; each pot 27 is preferably bifurcated a reception of the end portion of a 32 fined upon a horizontal shaft journaled through the bifurcated portion ot the post to extend transversely of the traclr and which has a pulley 9A fixed upon its outer projecting end. The pulley S t assoi eiated with each post 27 is vertically aligned with the pulley 29 or 30 disposed directly therebe'low for a purpose which will presently become apparent.

The drum 17 associated with each ramp 8 has an end of a flexible member or cable attached to the periphery thereof, and this cable extends from such drum to and around the fat side of the pulley 29 located at the same side of the track. This cable then passes upwardly around the near side of the pulley 34 disposed directly above said, pulley 29 and then downwardly around the near side of s'uchpulley 29, "from which it or;- tends under the crossing and has its other 0 end attached to the periphery of the drum 17 associated with the ramp 8 positioned at the same side of the track. Each pulley 30 is op'eratively connected with the pulley 84 disposed thereabove by means of a crossed belt 36 of endless form, and it is thus apparent that the ramps associated w th one rail are operatively connected to the pair of signal arms 32 at oneside of the cro 'ng while the ramps associated with the other rail are operatively associated with the nal arins at the other side or: the crossing. It will also be noted that the signal arms 32 are adapted to normally occupy a vertical upwardly projecting inoperative position and are adapted to be swung downwardly toward the crossing to a horizontal operative position. It will also be noted that each ramp '8 is operativcly associated with the pair of signal arms which are diss ck posed at the opposite side of the road crossing from that at which such ramp 8 is disposed so that when the ramp 8- at either side of the crossing is depressed by the wheels of a train approaching the crossing from the side of the latter at which the ramp 8 is disposed, the signal arms which are lowered will point toward the-approaching train and thereby indicate the direction from which the train is approaching.

The signal arms 32 are mounted at an elevation so as not to interfere with the passage of vehicles therebeneath, and suitable means for attracting attention to the arms may be provided. such as flags, 37 which are shown associated with some of the arms or signal lamps 38 shown associated with others of the signal arms.

The grooves 18 of the drum 17 are made quite deep so that the balls or rollers 19 are normally positioned only part way into said grooves for allowing lateral movement of the ramps bodily, away from the rails when forced outwardly by the car wheels against the action of the springs l l as outlined above.

Interposed in the end portions of the cables are helical. tension springs 39 which render the cables elastic to absorb shock due to sudden riding of the car wheels onto the ramps, and for avoiding jerks and jarsso that the various parts will operate smoothly and will not become readily damaged in operation. While the springs 39 are illustrated as exposed, the same may be positioned so as to be enclosed in guide tubes carried by the drum casings 24, in which case the guides 40 may be enlarged sufiiciently to encasethe springs. The guides 40 are in communication with openings in thecasings 24 through which the cables project for attachment to the drums, and such cables may also pass through suitable conduits if found" necessary. Any suitable or desired provision may be made for lubrication and protection of various parts without departing from the spirit and scope of the invention.

Assuming that the signal arms are in their normal vertical position and that a train is approaching the crossing from the right of Figure 1 with all of the ramps projecting above the rails of the tracks, the wheels of the cars will ride onto the ramp 8 associated with the rail 5 and cause the same to be depressed. This depression of the ramp 8 associated with rail 5 will cause rotation of the associated drum 17 soas to exert a pull upon the cable 35 beside the rail 5 by reason of winding of said cable upon the drum. This causes rotation of the pulley 29 adjacent the rail 5 in a counter-clockwise direction and a similar rotation of shaft 28 and pulley 30 associated with said pulley 29. By reason of the passage of the specified cable about the pulley 34: above said pulley 29in the manner hereinbefore described, and by reason of the use of the crossed belt 36 between the pulley 30 and 23 i operatively associated with the shaft 28 on which said pulley 29 is fixed, the signal arms 82 at the far side of the crossing will be swung downwardly to an operative horizontal position as shown in Figures 1 to 3 inclusive. These arms will therefore point toward the train to indicate the direction from which it is approaching, and at the same time the-operative cable will be unwound from the drum associated with the ramp 8' at the same side of the track whereby said ramp 8 is raised. The wheels of the cars will pass between the ramps associated with rail 6 and said rail 6 so asto force the latter ramps outwardly against the action of the associated springs 14, and by reason thereof the signal arms located at the right hand side of the crossing will not be disturbed. As the ramps 8* are disposed at a considerable distance from the crossing, the signal will be lowered in sutllcient time to give warning before reaching the crossing. v As soon as the last car passes the crossing, the ramp 8 will be allowed to rise and will be caused to do so by depres sion of the ramp 8 associated with the rail 5, which also causes the signal arms which have been lowered to again-raise to normal inoperative position. The springs 39 permit the signal arms to remain lowered even though the ramp 8 be so depressed after the ramp 8 has been depressed. In other words, assuming that the wheels have depressed the ramp 8 for lowering a pair of signal arms, and that such wheels then pass on and depress the ramp 8 while other wheels still ride onto the ramp 8 the springs 39 will be stretched or placed under tension for permitting the signal arms to remain lowered. Thus, depression of the ramp 8 will effect raising of the signal arms only when the wheels do not depress the cooperating ramp 8 as is the case after a train has completely passed the crossing. When a train approaches the crossing fromthe left of Figure 1, substantially the same operation takes place except that the ramps associated with rail 5 are forced away from such rail so that the signal arms at the left hand side of the crossing are not disturbed, while the ramp 8 associated with rail 6 is depressed for lowering the signal arms at the right hand side of the crossing and the ramp 8 associated withrail 6 is depressed for effecting return of the right hand signal. arms to their normal inoperative or raised position after the train passes the crossing. It is noted that the pulleys 29, 30 and 341 may be encased as indicated by dotted lines at C-, and the signal arms 82 are counterbalanced so as to be easily swung. It is further noted that with all of the signal arms 32 raised,

H ll

ramps 8 will project above the tread surfaces of the rails and the highest parts of the ramps 8 will be level with such surfaces. Slack in the cables may be taken up by turnbuckles T.

As shown in Figure 12, the stands or posts 27 may be placed farther from the rel and the pulleys 29, 30 and 34 located at the inner sides of said stands or posts.

lVhat I claim as new is 1- l. In a railroad crossing signal, a movable signaling element mounted adjacent the crossing, vertically swinging depressible ramps associated with the railroad. track ctively disposed at opposite sides of note from the ramp, operative connections between the free end. of each ramp and the adjacent drum whereby said drum is caused to partially rotate in one direction upon depression oi the ramp and in the other direc tion upon raising oi said ramp, and operative connections between the drums and the i glltll elements including a fl vxible member having its ends anchored to and adapt-ed to be wound upon said drums.

In a railroad crossing signal, a movable signal element mounted adjacent the crossing, vertically swinging depressible ramps associated with the railroad t-"aclr and respectively disposed at opposite sidesot the crossing adjacent to and remote from the latter, a drum mount-d for rotation upon a vertical axis adjacent the free end of each ramp, operative connections between the free end of each ramp and the adjacent drum whereby said drum is caused to partially rotate in one direction upon depression of the ramp and in the other direction upon raising of said ramp, and operative connections.

between the drums and the signal elements including a flexible member having its ends anchored to and adapted to be wound. upon said drums, said flexible member being elas tic.

In a railroad crossing signal, a drum mounted for rotation upon a vertical axis, and provided with a peripheral obliquely disposed cam groove, a vertically swinging ramp hinged one end to the outer side of a rail of the railroad track, and a member rie d with the tree end 011 the ramp and pro jecting outwardly into the cam groove of the drum tor effecting partial rotation of the latter upon vertical swinging movement .01 the ramp.

i. In a railroad crossing signal, a movable esser e signal element mounted adjacent the cross ing, movable ramps associated. with the railroad track and respectively disposed at, 0p.- posite sides of the crossing adjacent to and remote lro a the latter, a, drum mounted for rotation adjacent each ramp, operative connections between each ramp and the adjacent drum whereby said drum is caused to partially rotate in one direction upon, movement of the ramp in one direction and to partially rotate in the other direction upon movement or said ramp. in the other direction, and operative connections between the drums and the signal elements including a flexible member having its ends anchored to and adapted to be wound upon said Cllulns.

5. In a railroad crossing signal, a drum mounted for rotation and provided with a peripheral obliquely disposed cam groove, a movable ramp mounted adjacenta rail of the railroad track, and a member rigid with the ramp and projecting into the cam groove of the drum for effecting partial rotation of the latter upon movement of the ramp.

In a railroad crossing signal, an upg'ht moui'ited at one side of the crossing, a tnsverse horizontal shaft journaled in the top of said ur right and having a pulley and a vertically swinging signal arm fined thereon, a further pulley journaled on the lower portion of said upright beneath the first named pulley, depressible ramps associiitfid with the railroad track and respectively disposed at opposite sides of the crossing, and means including a flexible member connecting the ramps, said flexible member having a crossed intermediate portion trained about said pulleys, whereby the signal arm is actuated to lowered signaling position and one ramp raised when the other ramp is de- *-:ed and the signal arm is actuated to d inoperative position and said other ramp raised when said one ramp is depressed.

7. In a railroad crossing signal, a vertically movable signal element mounted at the crossing, depressible ramps associated with the railroad track and respectively disposed at opposite sides of the crossing, and means operatively connecting the ran'ips and oper atively connected to the signal element for actuating the latter to lowered signaling position and raising one ramp when. the other ramp is depressed and tor actuating the signal element to raised inoperative position and raising said other ramp when said one ramp is depressed.

in. testimony whereof I afiix my signature.

AVID BROWN- 

